NRS NL 65-2 Mar-Apr 2020

Norfolk Railway Society

Founded 1955 www.norfolkrailwaysociety.org

Volume 65 No.2 NEWSLETTER March - April 2020

Coronavirus

We are sorry to say that – for obvious reasons and in common with Norfolk Transport Group – we have decided to
cancel our remaining meetings in April & May. If everything has returned to normal we will resume in September.

You’ve heard the Government advice, so it’s not surprising that most of our local railways (see Page 16) have
updated their websites and are effectively closed. No doubt the others will soon update their websites but, for now,
assume that nothing will be open or running.

In these unprecedented times your Newsletter is the only means of communicating with everyone. Please let us know
if there is anything you feel needs to be generally made known. The cut-off date is the Copy Date on Page 2. (EM)

____________TRACK REPORT - News from railways in and around Norfolk

National Network The Old and the New

GE LINES UPDATE: March Alan Wallwork took these two images, giving the contrast of new
units passing semaphore signals and an old signalbox.

GE LINES NEWS First, 755402 slows for the Manea stop whilst working the 2L73
0950 Peterborough – Ipswich on 18th January.

Would you believe it? At a railway awards event sponsored by Second, 802303 speeds through Whittlesea with the 1H03 1244

the Railway Gazette International magazine held on 27th King’s Cross – Hull (a Hull Trains service) also on 18th January.

February Greater Anglia received the best UK rail operator

award. After dreadful train service reliability and cancellations in

the last 3 months or so one must wonder how awful the other

rail operators must be!

Wherry Lines resignalling project: The long-delayed
commissioning of the Wherry Lines, seeing the closure of
Brundall Junc, Acle and Great Yarmouth signalboxes together
with the two Lingwood level crossing lever frames on the
Yarmouth route and Cantley (gate box), Reedham and
Somerleyton Swingbridge ‘boxes (these locations still manned
with the bridges released from Colchester), Oulton Broad North
and Lowestoft ‘boxes, was completed during blockades in
February with the new signalling controlled from Colchester.
The Great Yarmouth line was closed over the weekend of
11th/12th January and then between 1st–16th February, whilst the
Lowestoft line was closed between 3rd–23rd February with the
Beccles – Lowestoft line closed between 3rd–16th February.
During the blockades the crossing loop points at Acle were
relaid using concrete sleepered points; plain track renewals
were carried out between Buckenham and Cantley and an
underbridge at Postwick was also renewed.

Completion of the £60m resignalling scheme allowed the re-
opening of the Great Yarmouth – Reedham via Berney Arms
line which had been closed since October 2018 when the track

In This Issue

Track report

National Network 1

Pick-up Goods 5

Feature 15
The Stoosbahn – The World’s Steepest Funicular 16
Railway (Peter Adds)

NRS News

Working Timetable 16

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____________TRACK REPORT

layout was relaid at Reedham Junc but not resignalled. status can be determined. By clicking on a relevant train
Reedham Junc signalbox was closed a few months later with headcode the Real Time Trains website will then display the
Cantley signalbox reduced to gatebox status with the block booked and actual timetable performance of that train. What
section becoming Brundall Junc to Reedham Swingbridge. follows has been gleaned from occasional reference to these
websites so not all operating issues have become known about!
Notwithstanding that the resignalling scheme had been delayed
by a year after the original target date, Network Rail Tuesday 28th January: 755 woe - The 0950 Peterboro’-Ipswich
congratulated themselves on having completed the work on time came to a stand approaching Haughley Junc and it is known
(that is to the much-delayed revised date)! that detraining passengers from the failed unit was being
considered. Fortunately the errant unit was persuaded to
Trowse Victoria Sidings: The old sidings situated on the proceed 61L.
County Hall side of the Ipswich bound lines at Trowse (Lower)
Junction were lifted in early July 2019 followed by the removal of Later in the day the 1720 Ipswich-Cambridge came to a stand
the old ballast and general lowering of the ground level. This for an hour at/near Kennett – other services have faltered there
prompted installation of some retaining walls on the Europa Way (see 4th February) and it has been suggested that a telecoms
industrial estate side before 4 new 12 car long sidings were laid mast nearby might be the cause. The 1741 Ipswich-Peterboro’
and overhead electrification installed necessitating several portal was terminated at Bury St Edmunds to form a service back to
structures extending over the sidings and the main line tracks. Ipswich.
The first use of the sidings was made on 3rd March 2020 when
755416 ran into the sidings from Crown Point. 745 woe, woe and thrice woe: 745010, the second 745 unit in
traffic as from 23rd January, forming the 0740 Norwich-London
Brandon station: Much to the dismay of groups seeking to stopped at about 0925 between Forest Gate and Maryland soon
restore the building for a variety of community and commercial after negotiating a neutral section at Forest Gate Junc on the
uses, Greater Anglia have obtained planning consent to approach side. The unit was declared a complete electrical
demolish the Down side station building, built in flint and slate, failure and the ROG Class 37 “Thunderbird” was summoned to
which opened in 1845, in order to provide enlarged station assist from Colchester (the Thunderbird has been observed
parking facilities. The Friends of Brandon have attempted to stabled in the Down siding at Manningtree on several occasions)
raise significant funding for the past 10 years or so without but on arrival the 37 could not couple to the 745 (it was later
success. reported that both couplings on the 745 were damaged,
presumably before this incident).
GREATER ANGLIA DELAY REPAY EVENTS
Should one be minded to view the easignalmaps website the Passengers were finally detrained by ladder down to the ballast
position of all train services, their punctuality and signalling more than 4 hours after the train came to a stand (media reports
vary in timings and the units forming the “rescue” train) and
NORFOLK RAILWAY SOCIETY walked the short distance to Forest Gate platforms where 321s
(Founded 1955) awaited to convey the passengers to Liverpool St where they
arrived more than 5 hours late where they were offered a return
President: Ken Mills, Esq. to Norwich aboard a more reliable Class 90 + Mk 3 set.

Committee and Officers 2019-2020 Telephone For the AGA media spokesperson to thank passengers for their
patience and to say that teething problems can happen (755
Chairman Warren Wordsworth reliability is woeful at present and the overall rural service dire
with frequent cancellations due to train faults - the Felixstowe
Vice-Chairman Vacant branch train-less again this morning as it was yesterday pm)
without really apologising for the delay in releasing the 0740
Past Chairman Brian Kirton passengers from their entrapment for 5 hours is just not good
enough. After the detraining problems at Lewisham I recall that
Secretary & Andrew Wright ATOC (or similar) issued guidelines for the evacuation of
John Laycock passengers on a broken down train. Waiting 5 hours to do so is
Webmaster absolutely appalling.
Treasurer
The Up Main was blocked between about 0925 and 1545 until
Membership Sec Mike Handscomb the failed unit was moved clear (London side of Stratford) to
await a drag to Crown Point where it was noted the following
Newsletter Editor & Edward Mann morning - when the 0740 was formed of a 90 hauled set!.

Indoor Programme Wednesday 29th January: 755 woes - The 1107 Lowestoft –
Committee Members Brian Cornwell Ipswich developed a fault approaching Ipswich losing 81
minutes between Boss Hall Junc and East Suffolk Junc! The
Richard Keeys following 1228 ex-Felixstowe lost 60 minutes and the 1207 and
1307 ex-Lowestoft trains arrived Ipswich 60L and 39L
Peter Willis respectively. In reaction, a large number of trains were cancelled
including the 1258, 1358, 1658 – 2058 services to Felixstowe
Malcolm Wright (the 2228 actually ran); the 1317 and 1417 to Lowestoft; 1358 to
Peterboro’, and the 1620, 1913 and 2117 to Cambridge.
Norfolk Railway Society Newsletter
156417 and 170271 were the final pre-Stadler era dmus to leave
Editor: Edward Mann Greater Anglia.

Layout & Picture Editor: Andrew Wright Thursday 30th January: The first Ipswich – Felixstowe service
ran at 1458 in reaction to yesterday’s troubles.
Distribution: Graham Smith

Please contact Graham if the next edition does not arrive by
the end of the month of publication.

Opinions expressed in any articles are those of the author and
should not be taken to represent those of the Society.
Next issue published: 4th June 2020.
Copy Date: 21st May 2020.

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____________TRACK REPORT

pole at Halesworth prevented trains running between
Saxmundham and Beccles.

Tuesday 11th February: A power supply failure attributed to
Storm Ciara led to the loss of signalling in the Thetford-Brandon
area during the afternoon. Departures from Norwich were
cancelled from 1530 to 1900 with the first trains to run between
Norwich and Ely being an additional 1727 Norwich to Ely
(arrived 23L), with a corresponding additional 1730 Ely to
Norwich, then followed by the 1927 Norwich to Stansted. In the
Norwich-bound direction apart from the 1730 ex-Ely the next
arrival at Norwich was the 1952 from Stansted which arrived
33L.

Thursday 13th February: The overhead wiring was brought

down at Parsons Heath on the outskirts of Colchester on to the

0530 Norwich-London service. A substitute bus service was

introduced between Ipswich and Colchester in both directions.

The line was not reopened until 1800 with the first trains to run

through being the 1700 from London and the 1703 from

How quickly things can change – 156417, already devoid of Norwich. Attempts were made to run the 0830 ex- Norwich
throughout, running wrong line between Manningtree and
brandings, photographed from inside Lowestoft signalbox on 28th Colchester, but this departed Ipswich 24L; Manningtree 107L
January. The 156 left GA the next day (with 170271) and the ‘box and arrived at Colchester almost 115L.
survived for only another few days (Peter Adds).

Friday 31st January: A tree on the overhead line at Forncett It was noticeable that lineside vegetation works were in
(passing the site later in the day revealed that lineside progress close to where the overhead was damaged…
vegetation works had been in progress…) delayed services. The
0600 London-Norwich stood at Stowmarket for an hour arriving 755 woes at Audley End: The 1233 Norwich to Stansted Airport
in Norwich 99L. The 0625, 0700, and 0755 ex-London all failed at Audley End at about 1404 blocking the Up line towards
terminated short at Colchester (0700), Ipswich (0625) or Diss Stansted and Liverpool St. Assistance summoned from the
(0755 and 0639 ex-Ipswich). The 0730 from London was Cambridge direction arrived at 1720 enabling the failure to
cancelled. The line re-opened at 1100 with the 0830 ex-London depart towards Cambridge, and presumably Crown Point, at
restarting from Diss (1019-1104) 54L. 1805 enabling London bound services to resume after a 4 hour
block.

Tuesday 4th February: Late running engineering trains exiting Saturday 15th/Sunday 16th February: NR’s High Output
or gaining access to the blockade between Beccles and Ballast Cleaning train was coming out of an engineering
Lowestoft caused several early morning cancellations and possession south of Ingatestone when it was stopped about
delayed trains from Beccles. The engineering trains included the 1930 between New Hall crossovers north of Chelmsford and
0300 Beccles-Whitemoor departing 113L and the 0400 arrival Hatfield Peverel where it remained until 0230 Monday 17th
ex-Whitemoor was held at Halesworth arriving at Beccles 127L. February before proceeding to Colchester Goods Loop. It
was reported that the train had more than 10 severe wheel flats
755 woes: The 1520 Ipswich-Cambridge was terminated in the due to a brake problem necessitating multiple wheel skates to
Kennett area returning from Chippenham Junc as the 1647 ex- be deployed. Fortunately the errant train had stopped beyond
Cambridge. The 1600 Ipswich-Peterboro’ was terminated at the New Hall crossovers allowing train services to utilise the bi-
Bury St Edmunds. The 1747 Cambridge – Ipswich was 25L at directional signalled Up line between there and Witham to pass
Dullingham and was reported full and standing – with 8 the obstruction. Train services were meant to terminate at
passengers standing inside the disabled w.c. according to the Ingatestone all weekend. From 1215 on Sunday all services
EDP website. were terminated at Witham instead in order to provide safe
working conditions for those trying to make the HOBC fit to
Friday 7th February: Train faults hit main line services with the travel forward.
0648 ex-Norwich terminated at Ipswich; the 0600 ex-London
terminated at Ipswich leading to the 0830 ex-Norwich starting Sunday 16th February: 755 woes - The 1809 Stansted –
from Ipswich and the 0900 ex-Norwich was terminated at Norwich 755 failed about 2010 approaching Trowse Junc.
Ipswich all causing the 0900, 1100 and 1102 ex-London to be Assistance 1Z99 was summoned from Ipswich (presumably due
cancelled. The 1500 from Norwich was formed by a 3-car 755 to unit and train crew availability there rather than at Crown
but only as far as Ipswich. Point?) and ran over Trowse swingbridge at 2200 before
reversing into Trowse loop and on train 2220. Train departed
As a result of a points failure at Cromer the 1445 and 1545 ex- 2242 and arrived Norwich 144L. Following trains were being
Norwich were both terminated short at North Walsham with the held at Wymondham, Thetford, Brandon and two at Ely (2009
return services starting from there. and 2111 ex-Stansted) which arrived in Norwich between 150L
and 30L.
Sunday 9th February: Storm Ciara - Due to engineering works
that were scheduled, line blockages were on the Wherry lines, Wednesday 19th February: 755 woes – The 2P27 1617
Norwich to Sheringham, Ipswich to Bury St Edmunds (on Yarmouth-Norwich terminated at Acle 1628. Initially, the GA
Saturday 8th bus services ran Ipswich to Bury and different bus website stated that this service had been terminated but later
services Bury to Cambridge/Ely/Peterboro’ – train services ran said that the service would restart from Lingwood. 2P40, the
west of Bury on the 9th ), Marks Tey to Sudbury, Witham to 1640 Norwich-Yarmouth, was terminated at Lingwood and then
Braintree and Ingatestone to Liverpool St! The gale force winds returned towards Norwich identified as being 2P27.
brought down several trees interrupting services between Bury
and Kennett until the 1758 ex-Bury and 1746 ex-Cambridge. 0Z99 (presumably a loco) passed Brundall at 1735 arriving on
The 1825 Bury-Peterboro’ and 1947 return were cancelled. the failed train at Acle at 1739 before departing Acle at 1825 as
Another tree blocked the line at Thetford and a fallen telegraph

3

____________TRACK REPORT

9P27 arriving at Brundall at 1835. The 1840 Norwich-Yarmouth Thursday 27th February: Emergency services were summoned

ran (but the 1706, 1740 and 1804 were cancelled and the 1640 to Norwich station at 0145 and discovered a 17 year-old youth

terminated at Lingwood) perhaps transferring train crew with the had been fatally electrocuted in close proximity to stabled rolling

original 1617 crew. The failed train departed Brundall – now stock. Platforms 4-6 were the first to re-open about 0700

identified as 5P27 – arriving at Crown Point at 1915. allowing train services to recommence. To balance unit

Main line services were subject to several cancellations during diagrams the 0757 EMR departure was unusually formed of two
the day including the 1630, 1700 and 2030 ex-Norwich and the 158s and a 156.

1900 and 1902 ex-London. Even the 1910 London to Ipswich Tuesday 3rd March: A skip lorry attempted the impossible task

did not provide an alternative as it was started from Colchester. of passing beneath an underbridge on the Ely-Norwich line at

Thursday 20th February: The 1414 Birch Coppice – Felixstowe Queen Adelaide near Ely North Junc. The line was effectively
container service failed on the single line part of the Felixstowe blocked between 1615 & 1840 with train services being
branch between Derby Road and Levington (2000 – 2140) terminated at/restarted from Cambridge, Ely or Thetford with
severely disrupting all services on the branch. several cancellations. Real Time trains showed the 1648
Stansted-Norwich as having been terminated at Cambridge but

“reappearing” to depart from Brandon at 1805 with a further
The 2115 Norwich-Cambridge was detained at Wymondham for Norwich-bound departure from Brandon leaving at 1827 (formed
almost half-an-hour due to disruptive passengers.
by trains terminated at Thetford or perhaps Brandon returning

Friday 21st February: A lorry laden with well over-height hay towards Norwich).

bales struck the Victoria Road bridge in Diss about 1830 Tuesday 10th March: 755 woes - The 0525 Lowestoft-Harwich
bringing rail traffic to a halt until about 1930. The 1830 ex- experienced engine problems approaching Beccles and finally
Norwich was held in the platform for some 45 min. and was reached the crossing loop there. At 1115 trains were noted
terminated at Colchester. The 1702 from London terminated at approaching Beccles from both directions with the crossing loop
Diss at 1943 (55L) and then formed the 1930 ex-Norwich. The occupied by the failed train. The 1017 Ipswich-Lowestoft was
1900 ex-Norwich departed 35L and was expected to call at Diss, signalled into the Down platform enabling the failed 0525 to
Stowmarket and Ipswich before running non-stop to London. depart from the Up platform. This then allowed the 1107 ex-
The 1730 ex-London (1P50) terminated at Stowmarket and the Lowestoft to enter the Up platform to enable the 1017 Ipswich to
ecs 5P50 then ran to Diss where it became 9P50 1955 Diss to proceed. The 1107 ex-Lowestoft had to wait for 15 minutes until
Norwich picking up passengers detrained from the 1702 ex- the single line ahead was cleared by the 0525 which was sent to
London. The 1750 ex-London was terminated at Ipswich Crown Point via Bacon Factory curve.
becoming the 2030 ex-Norwich starting from Ipswich.

A GA train conductor was assaulted by two passengers, under The 5Q43 Crown Point-Bounds Green ecs failed at Stowmarket
the influence, on the 1536 Norwich-Yarmouth which led to the at about 1149. Services were routed past it in both directions
cancellation of the 1617, 1747 and 1917 services from Yarmouth using the Down platform. An assisting loco arrived from Ipswich
and the corresponding 1706 and 1840 services from Norwich. at 1235 and was attached by 1249 restarting at 1306 having just
Earlier in the day some services had been cancelled due to train been passed by the errant 0525 ex-Lowestoft! 5Q43 was
faults. The two passengers were arrested by BT Police. terminated at Ipswich 107L.

Monday 24th February: 755 woes - 2E70 departed Ipswich Later in the afternoon plastic sheeting was caught in the
0603 23L and was declared a failure on arrival at Bury St overheads at Stowmarket giving passengers on Down services
Edmunds at 0706 38L with 2W04 the 0643 Ipswich – Cambridge an extremely rare opportunity to travel via the Down Goods
following between Thurston and Bury. 1Z99 assisting loco or Loop. Your scribe was travelling on the 1830 ex-London which
train was summoned and ran wrong line from either Haughley just happened to be the first train past after the plastic had been
Junc or Elmswell arriving Bury at 0940 and attached to 2E70 removed after two hours of rare track use!
ecs a few minutes later departing at 1010 heading for Norwich (Peter Adds)

Crown Point via Ely. In the meantime 2W04 retraced its steps Tolly-Cobbold brewery
running wrong line to Elmswell and then on to Ipswich.

Widespread cancellations and delays affected the Ipswich – The derelict Tolly-Cobbold brewery at Cliff Quay, Ipswich, was
Cambridge/Peterboro’ services for most of the morning. badly-damaged by fire on 23rd February. It had closed in 2002, but
back on 1st August 1985 Richard Adderson took this evocative

Elsewhere, the “London in 90” 0900 Norwich-Liverpool St was image of the brewery as an 08 shunted Freightliner wagons.

late to depart (8L) with the following 0903 formed by 2 x 321

emus allowed to depart right time only to come to a stand in the

vicinity of Crown Point depot restarting after a 10 minute stop

during which the 0900 departure stopped alongside. The 0903

was halted by signals at the former Trowse station site allowing

the 0900 to pass it there on the Down line now 16L.

The 0607 Nottingham-Norwich, which had been held on the
approach to Trowse Junc, was signalled past the 0903 via the
Goods Loop which is rarely used by passenger services.

The 0900 ex-Norwich arrived in London at 1057 (27L), leading
to it departing 7L on the return 90 minute service but following
the 1102 ex-London which was overtaken at Colchester causing
further delay.

An issue with the 1145 Norwich-Sheringham saw it depart 22L
releasing the 1157 EMR service to Liverpool Lime Street which
departed 13L.

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A miscellany of news and members’ contributions

Recently at URC Hall early 2019, we were eagerly awaiting the arrival of Greater
Anglia’s new trains from Stadler and Bombardier. Twelve months
“The Royal Scot Locomotive & General Trust and on, as he put it with commendable understatement, “things
the Locomotive Services Group” Peter Adds hadn’t gone exactly to plan”.
(16th January)
The Stadler Class 755 bi-mode units had not performed as they
Peter – an ex-B.R. chartered surveyor by profession – is a should, and had earned the nickname ‘Basils’ by staff after the
trustee of the Royal Scot Trust, chaired by Jeremy Hosking well-known Mr Fawlty. The reason for one almost colliding with a
(hereafter referred to as “JH”) who owns several locomotives, car at Thorpe End level crossing on the Bittern line was under
has interests in various heritage railways and substantial dispute between GA and Network Rail. Meanwhile the electric
interests outside. JH owns 34046 Braunton, 60019 Bittern, GW Class 745s had been introduced on the Liverpool Street route,
2-8-0T 4270, 9F 92212 (undergoing overhaul), 5029 Nunney but 745 010 expiring at Forest Gate – another instance of a train
Castle (also undergoing overhaul), 6960 Raveningham Hall & being stranded for hours within sight of a station – had given the
Black 5 45231. The Royal Scot fleet comprises 46100 Royal class unwanted publicity, and Richard took us step-by-step
Scot, 70000 Britannia, 60532 Blue Peter & 6024 King Edward I. through the calamitous rescue procedure that followed. And
Phew! Peter was a trustee at Bressingham who were tasked GA’s Bombardier fleet would not now arrive until (maybe) later
with getting a “Terrier” and Royal Scot back into running order. this year because of software problems.
Although the former was restored Royal Scot seemed bedevilled
with problems, which is where JH kindly rode to the rescue. On the wider rail front, every TOC had been hampered by
various factors; chiefly, in Richard’s view: uncertainty over the
Crewe Diesel Depot (“CDD”) can be seen from the south end of outcome of Brexit, the equally uncertain status of HS2 (a
the station, and began life as a DMU depot in the late 1950s and misleading name, he reckoned), and the forthcoming Williams
later became a major maintenance depot for main line diesel Review into the structure of the rail industry. Northern Rail had
locos. When JH took over the site in April 2014 the buildings recently been dismissed by Transport Secretary Grant Shapps
were in a very dilapidated and vandalised state but following a and the government would take over running services from 1
programme of refurbishment works was formally re-opened in March. But the blame didn’t lie entirely with the Arriva-owned
May 2015. It was a difficult site to redevelop, but Peter’s images operator: infrastructure improvements hadn’t been completed,
showed the remarkable transformation. About 100 staff are now and reliance on Sunday and rest-day working had been an issue
employed at CDD. Steam locos overhauled at Crewe are at Northern for years. The much-publicised delay at Crossrail -
sometimes run in on the relatively close-by Severn Valley not now to be fully operational until 2022 - could be attributed in
Railway. part to insisting on developing innovative technology in the UK,
rather than following accepted successful continental practices.
As if this wasn’t enough JH became a licensed TOC holder
(Locomotive Services TOC Limited) in July 2017. The TOC now After the break we had the opportunity for a Question-and-
operates group companies’ special train itineraries promoted Answer session, and covered a lot of ground. Two members
under the marketing names of Statesman and Saphos Trains. asked about re-nationalising the system, and Richard replied,
Peter, meanwhile, has done a stint as a member of the support quite reasonably, that there was already an enormous amount of
crew doing his fair share of dirty jobs including preparing a loco government interference in running trains, with the DfT ‘micro-
for the day’s work, and ensuring such incidents as a fireman’s managing’ things.
broken shovel can easily be dealt with on the move.
To a question about test tracks in the UK. Richard said that the
It was instructive to learn that 6024 – which has been route- Old Dalby facility is nothing like as comprehensive as the
restricted because of its wide cylinders – has had new, narrower European equivalents in Wegberg-Wildenrath (Germany) and
cylinders cast to overcome this. The carriages are hand-painted Velim (Czechia).
– and very smart they look – but the downside can be
overgrowing vegetation which soon leaves scratches etc. Finally one member asked why early departures from Yarmouth
always ran late and Richard put the blame on early-morning
pressure on paths from Crown Point.

JH also owns a number of diesel and electric locos, and some Past chairman Brian Kirton, standing in for Warren Wordsworth,
DMUs. Of local interest is his ownership of 90001/002 and a delivered the vote of thanks which was enthusiastically
rake of Mark 3s plus an HST for good measure! An Open Day endorsed by those present. (Mike Handscomb)
was held at Crewe last year which attracted some 5,000 visitors;
70000 was in steam. “Teenage Travels with a Camera 1959 – 1966 –
My Black & White Pictures” – Richard Adderson
Despite being on a 10 acre site Crewe is effectively full so in
March 2017 JH bought the former Hornby factory and (20th February)
warehouse site at Margate. It now has 8 sidings laid on the
warehouse floor to provide (inter alia) rolling stock storage. This Richard’s presentations are fascinating. He has kept detailed
is unlikely to be the last of the acquisitions – a former railway notes, is no mean talent photographically, and has benefited
engineering works at Springburn, Glasgow, might be added to from his parents’ subconscious adherence to Mark Twain’s view
the portfolio! that travel broadens the mind. His “tools of the trade” were, first,
a Box Brownie, then an Ilford Sportsman, and his first railway
A truly fascinating and well-illustrated evening presented by photograph was of a DMU at Norwich (City) on the last day of
Peter in his usual witty style, and thanks to Andy Wright for services, 28th February 1959. He had some 1,000 negatives to
operating the projector. draw on, and these have now been scanned.

“The Changing Face of Anglia’s Railways” - Other early scenes were from Beccles, on the last day of
Richard Clinnick (6th February) services on the Yarmouth South Town – Beccles “direct” line,
where Yarmouth – Liverpool St services were combined with a
Since Richard last addressed us a year ago, he had become portion from Lowestoft. He was also able to photograph 70003
Head of News (Print & Digital) at Rail magazine. Back then, in John Bunyan and J17 65567 at Thetford on an RCTS special a
few years later, after which we saw something of parental

5

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holidays to France (Rennes) and Belgium where smart coastal and the particular flow e.g. charters. To produce the timetable
trams vied with elderly suburban stock. Perhaps Mons, Waterloo some 450 timetable planners are based in Milton Keynes.
& Ypres influenced selection.
Every train schedule must cover a) timings at stops b) dwell
Back in England these holidays took him to the Bluebell Line in times at stations c) timings at mandatory timing points (e.g.
1962 (“distinctly underwhelming”), Hayling Island & the Isle of junctions) d) sectional running times and e) allowances (e.g. for
Wight. But Richard had a habit of falling on his feet – goodness engineering work). Everything is timed to the ½ minute. To put
knows how the unprepossessing Royal Hotel in Bideford was flesh on the bones, he used 1K74 1348 Stansted – Norwich as
chosen, but it was alongside the station! No cooked breakfast an example.
for him; instead it was exploration of the line to Halwill Junc &
beyond. The timetable needs to be operationally robust, commercially
attractive, economical with resources and meet stakeholder
needs, explaining that the WCML timetable started with the
Manchester services because of their importance, whilst GA’s 00
& 30 services to Norwich were the local starting point, followed
by Southend, Clacton, Ipswich etc. In the up direction the single-
line Braintree dictates the rest of the up/southbound timetable!
On the ECML, the double-track Welwyn Viaduct is the
determinant as is the single-line King’s Lynn branch.

Various strategic/planning developments were explained – the
strategic development is set between 5 & 30 years ahead; the
calendar of events (e.g. new trains) is between 2 & 4 years; the
short term is anything between 6 months & 48 hours (e.g.
engineering works) and control arrangements are less than 48
hours ahead.

The last survivor of the small class of 81xx 2-6-2Ts shunts a Producing the next timetable generally begins 64 weeks ahead
bullion van at Birmingham Snow Hill on 15th January 1965. of its starting date. At about 18 weeks the timetable is made
available for short-term planning. The problems encountered
Soon, Richard was able to take his own holidays, usually e.g. at Northern in 2018 were largely due to the 18 week period
involving Railrovers and sometimes All-Line ones. He would be being compressed to 6 weeks!
away for 2/3 days, and return home for ablutions and
revictualling! Scotland came under the microscope – Perth, Other points to emerge – the GEML wasn’t far from saturation
Dundee, and forgotten locations such as Edinburgh Princes St point and NR considers the Ely area to be “full”.
and Glasgow St Enoch. A4s were still operating the 3-hour trains
to Aberdeen as well! He also found steam at Paddington where, As our speaker and a colleague needed to leave early this part
by 1965, the 1615 to Banbury was the last steam-hauled of the meeting closed at 2030 after Ian was thanked for his
departure and it had achieved cult status. He had also ventured presentation. Thanks also to Chris Mitchell for his considerable
to Ross-on-Wye on the Grange Court – Hereford line (closed help.
1964), Birmingham Snow Hill (now returning to former glory),
Shrewsbury, the Cambrian Coast and the Somerset & Dorset. The second part could not have been more different. Malcolm
Steam still handed over to steam at Oxford, though there were Wright had bought a DVD – “Rails to Southwold” - in a charity
plenty of views of engines making a one-way trip to oblivion. shop and we were treated to excellent quality film showing the
railway just before it closed in 1929. It remained in a state of
Richard visited the Isle of Wight in late 1965, just before the limbo until WW2 when everything went in a drive for scrap
majority of the system should have closed – a railtour meant lots metal. If you see the DVD, do get it.
of smartly-dressed individuals, which made a change from his
many images where people were absent. The presentation Thanks to Malcolm for the excellent DVD, and to Mike Fordham
closed with a few images of engines which had escaped the for operating the projector.
scrapmen and lived on in preservation.
Annual Show Report (14th March)

His show was much enjoyed by all present, and thanks to Andy Coronavirus cast a shadow over this year’s Show, but we were
Wright for operating the projector. fortunate to hold it when we did. An unexpected “benefit” was
the postponement of Norwich City’s match.

“A Brief Introduction to Operational Planning” – As I walked round, Brian Kirton had a “work in progress” with
Ian Henderson (5th March) Lekkerdrecht (below) – an imaginary Dutch town - whereas
Philip Moore had “Hawkins Tower”, set in Derbyshire in 009
It was pleasing to have this presentation as I had thought
something on timetabling was overdue. Ian hails from Bolton
and, as befits his role, he has a BSc in mathematics. He joined
Network Rail at Paddington in 2008 and is lead tutor for the
Institution of Railway Operations.

His “big” projects have included the May 2018 Thameslink
timetable and Crossrail 2, whilst the Ely Area Capacity
Improvements has been a smaller one.

Ian explained that railways are a guided mode of transport and gauge. The Norfolk Mardlers had a corner to themselves whilst
that a proper timetable permits the use of a narrow corridor Malcolm Cooper was busy with “Thomas the Tank & Friends at
whilst users need to know what they are being offered. Train the Fairground”, and trains for youngsters to play with. Luke was
schedules vary between the consistent daily flow, the short term an individual modeller, in contrast to John Parsonage who had a

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large display of new and secondhand models for sale. Arthur Since the Show, I have been advised that a donation of £500
Barrett’s chosen small railway was the Lynton & Barnstaple and has been made to the Southwold Railway Trust. (EM)
an excellent selection of books and publicity items had been
assembled. David White represented the Underground with his Queensbury Tunnel
models.
Let’s start by locating it. It was on the line from Bradford to
Mike Handscomb was kept busy selling railway books, Halifax which closed in 1955, and is some 1½ miles long. Of
modelling and jigsaw puzzles whilst the Southwold Railway course the tunnel still exists, but its condition is slowly
Trust had an excellent publicity display which centred on deteriorating. There has been considerable residential
“Project Blyth” – a new-build replica 2-4-0T presently under development over and around the tunnel. Highways England
construction at Darlington. Historical Railways Estate has applied to Bradford Council for
permission to seal the tunnel ends and carry out some infilling.
The NDSME brought various models, including some large
scale ones (7¼” gauge) and a 1/12 scale model of the frames The Queensbury Tunnel Society are strongly opposed to HRE’s
and motion of a B12. The much-smaller “Greystoke” was an N application and wish to see the tunnel become part of a
gauge layout. Another small exhibitor was Dave Carson, with cycleway from Bradford to Halifax. Numerous objections have
Walmington Pier – a small pier tramway with a carousel at the also been made.
end.
There’s a most interesting website if you Google Queensbury
Our own Brian Cornwell had a 12’ x 6’ Lego display (“Lego Tunnel Society; you can also watch a video and download a
City”), including his customised models of a GA Class 755 and very professional leaflet if you so wish. (EM)
LO Class 378 (below), and Graham Smith had a large German
town/tram layout. The RCTS had a very well-stocked sales East – West Rail
stand while the M&GNJRS publicised their own organisation.
Of the 6 options, Route E has emerged as favourite, which
follows a more northerly route from Bedford than the old Varsity
line. Its most northerly point will be Cambourne, before it dips to
join the Hitchin – Cambridge line. See NRS/NL 64/2 p.10 for a
little more detail or Google East – West Rail.

An Old Mystery Solved

Also on display was the Wensum Valley MRC with “Lowbeck”, In the mid-1960s I bought a copy of the 1st edition of Passengers
and Peter Willis proudly showed his Hornby-Dublo 3-rail layout. No More which listed passenger closures since the end of WW1
The Gauge 1 Model Railway Association brought along an S&D (approximately). There was an image of a closed station on the
4-4-0, a “Schools” 4-4-0 and a Class 66. The East Anglian cover, see below, frustratingly left unidentified. I had assumed it
Meccano Set (Chris Kemp) had working models of a train was in the Home Counties, but never bothered to follow it up.
(below), windmill and “Big Wheel”, and the Norwich MRC
brought along “Charlestown”. Imagine my surprise when I saw the same image on the
excellent Disused Stations website when looking for something
else!

Away from the main hall, Berney Arms Supporters had publicity The location is Merstone, on the Isle of Wight, on the erstwhile
and various local books on the area whilst the Railway Newport – Sandown route which closed from 6th February 1956.
Photoman was selling old b&w photographs. The Friends of the It was originally a junction for Ventnor West, but this line had lost
BVR and the ALR Supporters had publicity and related displays, its services from 15th September 1952. I call that serendipitious!
and the Norwich MRC explained the difference between the
bewildering scales: 0 gauge = 1/43; 00 gauge = 1/76; TT gauge
= 1/120; N gauge = 1/148; Z gauge = 1/220 and T (1/450)! The
Old Mill Industrial Estate (Holt) was another interesting model.

The M&GN Circle brought their publicity and specialist
publications whilst our own Ken Mills had a Hornby 3-rail
display, largely LNER of course.

When interest flagged there was the opportunity to sit and watch Long Sutton & Pitney to Long Sutton – the return
a few railway DVDs courtesy of Robert Scarfe. Refreshments
were in the very capable hands of Ann, Jane, Janet, Jenni, Julie Those of you who enjoyed the improbable outward journey (see
& Maureen – you can’t run a show without refreshments! Thanks NRS/NL 65/1 p.15) must think about getting back. Unfortunately
also to Peter Badcock for his long stint on the door, to Malcolm a day journey, cross-country, is out of the question so it’s via
& Shirley Wright for running the raffle and to GA for generously London. The day begins with the 0837 Long Sutton & Pitney
donating the first prize. Finally, thanks to Peter Willis & Mike (0810 ex-Castle Cary) arr Taunton 0911. Then it’s the 0935
Fordham for organising most of the Show and, indeed, to any (0715 ex-Plymouth) arr Paddington 1215. Over to King’s Cross
unsung heroes who I may have missed. for the 1320 to Leeds/Bradford as far as Peterborough North arr
1438. On to the M&GN now and catch the 1550 Peterborough

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North – King’s Lynn as far as Sutton Bridge arr 1640. Finally, get over 16,000 for the two days. As a result, the sum of £435 is
the 1650 Sutton Bridge (1620 ex-King’s Lynn) arr Long Sutton available for distribution as under:
1657.
Norwich hospitals and medical institutions Sunday and Saturday
1931 Railway Exhibition: 10000 and 4472 in Fund: 75%
Norwich (John Hutchinson) Railway Benevolent Fund: 5%
United Kingdom Railway Officers’ and Servants’ Association: 5%
The last Newsletter of 2018 and the first of 2019 featured N.U.R. Orphan Fund: 5%
information and photographs concerning a Railway Exhibition A.S.L.E. and F. Orphans Fund: 5%
held in Norwich on 2nd /3rd May 1931 regarding two famous Railway Clerks’ Association Benevolent Fund: 5%
LNER locomotives, 10000 and 4472 Flying Scotsman. The
details were gleaned from the pages of the 1931 edition of the The local arrangements were in the hands of the organising
LNER Magazine, courtesy of the National Railway Museum at committee composed of the local officials and representatives of
York. The actual article itself (thought to have been reported the trade unions under the chairmanship of the district
originally in the Eastern Daily Press) may be of interest to superintendent, Mr. Wilson. The staff of all grades, aided by lady
readers and is reproduced here in full. Note the rather formal helpers and retired servants of the Company, gave ungrudgingly
presentation typical of the era. of their time and labour to make the exhibition a success, and
have every reason to feel gratified with the result of their united
Norwich Thorpe was a scene of animation on Saturday, May 2, efforts.
the first day of the Railway Exhibition.
Down Memory Lane (1) (Mike Roach)
If the famous Hush-Hush engine (No. 10000) was the chief
attraction, the ‘Flying Scotsman’ was undoubtedly a close Mike has unearthed an interesting set from Southampton taken
second. Pullmans, diners and sleepers vied with each other in in November 1959.
proclaiming the supremacy of rail travel over other means of
transport so far as comfort is concerned, whilst the freight train
vehicles claimed their share of attention.

4472 Flying Scotsman with support coaches passes Stratford “Merchant Navy” 35029 Ellerman Lines is on a Waterloo-bound
on 30th April 1931 en route to Norwich. express just before 10 a.m., and a quarter of an hour later
unrebuilt “West Country” 34102 Lapford awaits departure with
The opening ceremony another Waterloo service. (The S.R. used discs to denote the
was performed by the Lord route.) At that time this station was known as Southampton
Lieutenant of the County, Central to distinguish it from the now-closed Southampton
with the Lord Mayor in the Terminus, which served the docks. Just to add to the confusion,
chair, supported by the Southampton Central was formerly known as Southampton
Lady Mayoress, the Sheriff West, presumably to distinguish it from Southampton West End
and others representing the which was a short-lived station east of Southampton Central!
civic and industrial life of
the city and county. A vote And for bus fans, Mike walked to the end of the footbridge and
of thanks, moved by Mr F. “snapped” this bus parked in the station forecourt immediately
C. Wilson (district
superintendent), was
seconded by Mr R. R. Pettit
(district goods and
passenger manager).

Favoured by ideal weather it was soon evident that publicity
given in the local press had aroused great interest in the
exhibition, and by 9 p.m., 8,150 people had passed through.

Unfortunately, however, the high hopes raised by the first day
were not to reach fulfilment; on Sunday, the opening ceremony
was performed by Lady Ailwyn, whilst F. W. Burton-Fanning,
Esq., chairman of the Board of Governors of the Norfolk and
Norwich Hospital), presided, and with him were representatives
of the various local charities and medical charities. Mr J. B.
Willis (divisional civil engineer) moved a vote of thanks,
seconded by Mr G. B. Hennessy (district loco. running
superintendent), and hardly was this over before rain began to
fall, and continued all day. In spite of the bad weather, 8,250
people visited the exhibition during the Sunday, making a total of

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Down Memory Lane (2)

Prompted by Mike Roach’s images, there were once 30 different
disc codes that could be seen on S.R. steam locos. The number
of discs was 1, 2 or 3, with 4 being reserved for the Royal Train.
The same disc positions could be used for different routes when
there was no possibility of a conflict occurring. Thus, the disc
code on the front of 35029 (Waterloo & Nine Elms &
Brockenhurst & Bournemouth West) could also apply to London
Bridge & Portsmouth via Mitcham Junc, among others. There
were 6 disc points – top of smokebox, middle left and middle
right of smokebox, left of buffer-beam, centre of buffer-beam and
right of buffer-beam.

south of the station. It was The 4 (non-specific route) discs on the Royal Train loco were top
Southampton Corporation no. 230, of smokebox and 3 across the buffer-beam. A breakdown train
a Guy Arab, on route 54. The liner (also non-specific route) carried one disc either side of the
in the background is either middle of the smokebox and one in the middle of the buffer-
Pendennis Castle or Pretoria beam.
Castle. Finally, the luggage label
requires no comment. Multiple units carried route numbers.

Late News

On 17th March Greater Anglia’s Class 720 Aventra emus began
mainline testing, over a year later than planned. Class 90 hauled
inter-city services are also due to end before 31st March. (AW)

The Military and a Pacer on the MNR

We’re grateful to NRS Member Matt Goodrum for providing
images of recent arrivals at Dereham Station.

On 4th March military freight traffic returned to the MNR when
armoured vehicles including Jackals and Panthers were moved
from Ludgershall (near Salisbury Plain) to Wymondham.
Preserved 47367 then pulled the 12 wagons tailed by GBRf
66778 to Dereham yard and into the maintenance shed. After
unloading the vehicles were driven to the barracks at Swanton
Morley. Bringing the vehicles to Norfolk by train avoided 16 low
loader lorries moving them by road.

Another recent arrival is 142038 which enters preservation after
withdrawal from Northern’s fleet and is expected to provide
passenger services.

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“Tear him for his bad verses” Eurostar to & from the Netherlands
(Brian Kirton)
This is a line from Shakespeare’s Julius Caesar where a group
of frenzied citizens, intent on avenging Caesar’s assassination, It is two years since Eurostar introduced a through service from
interrogate the unfortunate Cinna, believing him to be one of the London to Rotterdam and Amsterdam. There has been a
conspirators in the plot to murder Caesar, and kill him, just certain irony that the stock then returns to Brussels empty whilst
because he shared the same name as conspirator Cinna! Dutch and returning UK passengers travel by a connecting
Thalys service (similar to a French TGV) and join a Eurostar
No railway connection you might say, but Mike Handscomb has train in the Belgian capital. The reason has been a lack of
drawn some really bad verses together – read on. Perhaps we security and immigration screening facilities at Amsterdam and
should be grateful that neither McGonagall nor Brandon suffered Rotterdam. The Eurostar principle is to complete border
the same fate as Cinna the poet! formalities before joining the train so that passengers disembark
freely at their destination. (Prior to services commencing in
The Scottish poet William McGonagall is often cited as the worst 1995, on-train border checks were envisaged.)
poet in history. Probably his most notorious work is The Tay
Bridge Disaster which recounts the events of the evening of 28 This situated was highlighted by Peter Adds in his article about
December 1879, when the bridge at Dundee collapsed during a the outbound through service in NRS/NL 63/6 p.14. These
severe gale, and a train passing over it plunged into the river issues have now been addressed and are warmly welcomed in
with the loss of all on board. the Netherlands. The plans are that Amsterdam - London
through services will commence on 30th April and that they can
McGonagall’s poem begins: be joined in Rotterdam from 18th May. A slightly extended stop
in Brussels will still be required and the overall journey time will
Beautiful railway bridge of the silv'ry Tay be a little over 4 hours, but remains under 4 hours in the
Alas! I am very sorry to say outward direction.
That ninety lives have been taken away
On the last sabbath day of 1879 There will be three services per day on weekdays, hopefully
Which will be remember'd for a very long time. increasing in the future. If the timings don’t suit passengers, the
option remains to change in Brussels.
After the climax (“the central girders with a crash gave way, And
down went the train and passengers into the Tay!), McGonagall Of course these plans were made before global health issues
concludes: reached their present level. Eurostar, like other TOC’s, say they
are taking all possible measures for customers’ well-being, that
I must now conclude my lay they are serving all their destinations with relatively minor
By telling the world fearlessly without the least dismay, timetable changes and that they have introduced a greater
That your central girders would not have given way, degree of ticket flexibility at least in the short term.
At least many sensible men do say,
Had they been supported on each side with buttresses, Time for a Quiz
At least many sensible men confesses,
For the stronger we our houses do build, 1. In B.R. days, where would you have found Faringdon &
The less chance we have of being killed. Farington stations?

However I may have found a rival to the great McGonagall. 2. What was an LNER O6 better known as?
Among the booklets belonging to our late member Graham

Kenworthy was Songs of the Southwold Railway - A Potted 3. Where were the following signalboxes - Astrop, Fighting

History in Rhyme by Robert Brandon. (Most of Graham’s books, Cocks, Jumble Lane & Park Drain?

I should hasten to say, were far more serious and erudite).

Here are three verses to give you the flavour: 4. The “least-used” station statistics have been released for
2018-2019. Which is the least-used mainland station?

Here ran the line that came and went, 5. Which is Norfolk’s “least-used” station in those statistics?
For fifty years its time was spent
Ferrying folk in coaches queer 6. What does Apco stand for?
From Halesworth town to Southwold
Pier 7. Where would you find/have found a Chapel Street, a
......................... Church Road, a Friary & a Priory?
The train driver wore a black leather
cap 8. In similar vein, where would you find/have found a
His brow often furrowed in thought, Northgate, an Eastgate & a Westgate?
Steadily watching the signals go ‘flap’
- 9. Assuming HS2 starts running, its Birmingham terminus will
As to be sure he ought. be at Curzon Street. In which decade did the original
......................... Curzon Street close to passengers?
Two teams of plate-men checked the
track 10. In railway terms, what did Sherlock Holmes, Dick
Five to each; lived in neat houses. Whittington & John Milton have in common?
Eager to mend any tiny wee crack,
Then going home to their spouses. Answers on Page 16.

Not as sensational as the Scottish bard, but equally bathetic and G.W. Bullion Vans
equally inept in its scansion. I’ll spare you any more; but if any
NRS member wishes to subject him/herself to more of Mr This follows-up Richard Adderson’s image of the 81xx shunting
Brandon’s rhymes, do get in touch! (MH) a bullion van at Birmingham Snow Hill.

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I knew I would struggle to find much. The contemporary monthly home to both the world’s oldest rugby club and the oldest golf
coaching stock page in the Railway Observer always struck me club in the world outside Scotland, whose name conveniently
as something of an after-thought but the April 1965 issue leads us on to our other handbill.
advised that 2 vans – W819W & W820W dating from 1904/5 -
were likely to be the oldest coaches in B.R. capital stock. The Scotland v. France match of 1956 is especially interesting
Amazingly, however, 819 had had a major overhaul at Swindon as it was recorded by British Pathé newsreels in high quality
in September 1964 and 820 in January 1965. Unless anyone 35mm film; it is available to view on both the British Pathé
knows better, I think we must assume they had been withdrawn archive website and Youtube and is well worth a look. The
by 1970. packed, open, Murrayfield terraces on a dull January day bear
little comparison to the modern facility that the stadium has
Mike Roach has added some background – originally there were become and, furthermore, it could not cope with the 58,000 who
5 vans, built between 1903-1913, and their original purpose was paid 6/- (30p) at the turnstiles to watch, so a few thousand were
to transport gold bullion from the bank vaults in London to allowed to stand around the edge of the pitch – hardy people
Millbay Docks in Plymouth where the gold was transshipped to those Scots who were well worth their 12-0 victory. No doubt
ocean liners for export to the U.S.A. those who took up the offer enjoyed a few drams on the journey
back to Angus. Events such as this provided a considerable
In the early days of B.R., in 1949, an LNER brake third 16373, income stream both for the railway and, of course, for the game
Diagram 114 built 1929, was rebuilt as a bullion van to Diagram itself. It was strictly amateur in those days and those involved
362. I have never seen a drawing/image of this vehicle, and I did so for the love of it – perhaps somebody can explain to me
wonder if anyone has a copy? what happened to the money.

Rugby Union Revisited Editor’s Note: Edinburgh still had its original trams in those days.
(with thanks to Barry Gayton) Would one of these have been convenient? There was also a
service from Edinburgh Princes St to Leith North, via
In NRS/NL 64/4 p.6 Barry kindly supplied an image of a handbill Murrayfield, but this may not have run on Saturday afternoons
relating to the Varsity match of 1937. Barry has since drawn (per Summer 1956 timetable), and there were the buses. As will
attention to the 4 points for a dropped goal in that match. From be apparent from the bill, the special trains from/to Dundee
the start of the 1948/49 season the value of a dropped goal fell called at Haymarket which is fairly close to Murrayfield. The day
to 3 points, where it remains today. excursions were normal service trains.

He has succumbed to a little arm-twisting, has unearthed two Would You Believe It?
more bills and shed light on rugby in those post-war years, in the
following account. The line through Berney Arms was meant to re-open on 24th
February after its long closure for upgrades etc. The first train
As things returned to some semblance of normality after the War through Berney Arms was to be the 0736 but – wait for it –
sport became a prime focus of entertainment for the leisure- everything wasn’t ready so the train went via Acle! Whatever
starved masses although a somewhat minor participant – rugby needed to be done was done in time for the 1136 to call at
union – had its followers particularly around south London and, Berney Arms, but hard luck on anyone waiting at Berney Arms to
of course, South Wales. The Blackheath – Cardiff match of 1948 go to Yarmouth. In the opposite direction the only request stop is
was therefore considered tempting enough by the W.R. to issue made by the 1517 ex-Yarmouth.
excursion tickets from various Glamorgan locations to
Paddington although the bill discreetly ignores the somewhat Euphemisms
convoluted extension on to Blackheath via London Transport
and Charing Cross. Even allowing for a 1430 start it would have A euphemism is a mild or indirect word or expression substituted
taken a bit of planning to get back to Paddington for the 1855 for one too harsh or blunt when referring to something
train home, leaving a night on the town and the 0100 back to the embarrassing. Thus “glitches” or “teething problems” might be
Valleys as no doubt the preferred option following an 8-3 win for substituted for breakdown or failure, but I can’t possibly think
the Welshmen. The quietly prosperous suburb of Blackheath is why anyone would do that…

The Largest English Town without a
Railway Station

The answer – Gosport, Hants – surprised me.
Gosport has a population of some 83,000, and it lost
its passenger service from Fareham in 1953.
Anyone thinking that the tracks can easily be relaid
should note that much of the route is an unguided
busway.

Runner-up, with a 79,000 population, was Dudley.
This seems much more contentious as there are
stations at Dudley Port and Sandwell & Dudley.

East – West Rail

Of the 6 options, Route E has emerged as favourite,
which follows a more northerly route from Bedford
than the old Varsity line. Its most northerly point will
be Cambourne, before it dips to join the Hitchin –
Cambridge line. See NRS/NL 64/2 p.10 for a little
more detail or Google East – West Rail.

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The Life & Times of Victoria Sidings, Trowse In the mid-1960s they were often used as holding sidings before
steam locomotives were hauled to Archie King’s for cutting-up.
Richard Adderson has kindly delved into the Roger Harrison
collection, as well as his own, and we turn the clock back some The sidings have recently been relaid, and new wiring installed
56 years to how the sidings have been used in that time. and Andy Wright has provided contemporary photographs.

Castle 4095, Hall 5982 & 0-6-0 2212 await their fate on 11th The sidings had seen better days when 47738 worked an up
January 1964 (the late Roger Harrison). London service on 15th April 1995 (the power was off for the
weekend, so everything was diesel-hauled) (Richard Adderson).

2-6-0s 31894/896, 2-8-0T 5205, 0-6-0 2246 & 2-6-0 31822 are 03197 has charge of coal empties from Victoria CCD on 20th
ready for their last journey on 18th April 1964 (the late Roger February 1986 (Richard Adderson).
Harrison).

0-6-0 33040 & A3 60065 Knight of Thistle would never be seen On 25th February 158858 passes the sidings with a service from
together on the main line, but they patiently sit together on 25th Liverpool and provides a contrast with the view 34 years earlier.
October 1964 (the late Roger Harrison). Facing page: Upper left, The sidings run parallel to Martineau
Lane and on 11th September 2019 with ground works still to be
completed a Class 90 and Mk3 set pass the site. Upper right, On
11th November 2019 track laying is underway (Andy Wright).

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Darlington – September 1975

When a contribution arrives it is sometimes difficult to know how to use it. Michael Roach was in the area for the Shildon Cavalcade
(150th Anniversary of the opening of the Stockton & Darlington Railway). He attended the Cavalcade and photographed the
locomotives; the atmosphere seemed to be festive; there were few, if any, orange jackets, and the dead hand of Health & Safety
had not made itself felt. When space permits I will return to the locomotives,
However, he also visited Darlington station where a number of exhibits were on display, the most interesting being a hefty-looking
luggage trolley marked “Gainford”. Gainford was a wayside station 9 miles from Darlington on the route to Barnard Castle where
the line split to go to Penrith (closed from 22nd January 1962) & Middleton-in-Teesdale (closed from 30th November 1964). In an
attempt to establish the origin of the trolley he consulted the North Eastern Railway Association who advised that it was a Diagram
60 barrow from the NER’s Barrow Diagram Book of 1907. It begs the question of its presence at Darlington, unless it was briefly
borrowed from the museum at North Road.
Of the other images, I don’t think A4 4498 Sir Nigel Gresley requires further comment. Both Locomotion and Derwent were formerly
displayed at Darlington but have since moved to pastures new.

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And Then There Were Two (Train Ferries, that is) (Peter Adds)

On 15th December 2019 the number of European passenger train ferries in
operation fell to two (Italy to Sicily [Villa San Giovanni to Messina] and only by
night sleeper between Sweden and Germany [via Trelleborg and Sassnitz] with
the withdrawal of the Copenhagen to Hamburg train service via the Rødby –
Puttgarden ferry. The last time I had sampled a train ferry was on the night of
14th June 1973 when I travelled on the 2200 ex-London Victoria – Dover Marine
“Night Ferry” service hauled by E5002. Unfortunately I was travelling Standard
Class so had to walk on to the ferry to watch the embarkation of the First Class
carriages which worked throughout to Paris. Arrival at Dunkerque connected
with the 0455 departure for Paris hauled by SNCF electric loco 16006. The
opening of the Channel Tunnel in November 1994 hastened the withdrawal of
the last British freight train ferry service operating between Dover & Dunkerque
in December 1995. (“The Night Ferry” passenger service ended on 31st October
1980 and the freight service between Harwich & Zeebrugge ceased operation
on 28th January 1987).

Danish IC3 unit awaits departure from
I decided to sample the Copenhagen – Hamburg service before the train ferry Copenhagen (above) and on board the ferry
end date so a short break in Copenhagen was duly organised and the city was (below)
reached by way of an easyjet flight from London Gatwick, the airport reached
via a Thameslink service from Cambridge, and a train direct from the airport
into the city centre. After viewing tourist sites such as the Little Mermaid on the
morning of 20th November we awaited the departure of the 1135 direct service
to Hamburg. Less than 10 minutes before departure came a platform change to
the adjoining island platform to test the intending passengers’ mettle!

The train was formed by two Danish IC3 3 car dmus capable of 100mph with
very comfortable seating for the 5 hour journey. Unfortunately no catering was
provided on the train but refreshments are plentiful on board the ferry. The rail
routes between Denmark and Germany are being upgraded for 125mph
running initially on the longer overland route but ultimately the new Fehmarnbelt
undersea tunnel will be opened in 2028 with trains worked by Vectron electric
locomotives top and tailing rakes of new stock being supplied by Talgo. The
journey time will then reduce by more than 2 hours to just 2½ hours. Access
lines on both sides of the proposed tunnel are being upgraded with existing
single track sections doubled and electrified with line speed increased to
125mph including the 115km section between Ringsted and the tunnel and in
Germany the 88km section north of Lübeck seeing 30km rebuilt and the
remaining 55km replaced on a new alignment.

The run from Copenhagen to Ringsted (64km) was made along a new high
speed line including a new station at Køge Nord situated adjacent to a
motorway. Between Ringsted and Næstved (27km) the line is double track and
there is plenty of evidence of electrification being in progress with numerous
concrete blocks with protruding bolts awaiting mast structures. Between
Vordingborg and Nykøbing (29km) underbridges have been renewed with wider
structures awaiting the installation of a second track.

After a short stop at Rødby the train continued direct onto the ferry “Schleswig-
Holstein” with a minimum of fuss – we were aboard before we knew it! The train
just fitted with only a metre or so to spare between the ends of the train and the
bow doors. Train passengers must detrain and move upstairs during the
18km/11 mile sailing which takes less than 45 minutes. Just before docking the process is
reversed allowing the train to leave the ship within a couple of minutes of docking and
proceed into Puttgarden station for immigration checks to take place aboard. Departure
was on time at 1442.

Both Rødby and Puttgarden stations have large tracts of abandoned infrastructure
reflecting the loss of rail freight evidently once enjoyed.

Between Puttgarden and Lübeck the 88km line is single track along which I counted at
least 4 passing loops. Beyond Lübeck the remaining 63km line is double tracked and
electrified into Hamburg where arrival was on time a few minutes after 1600. After an
overnight stay in Hamburg an easyjet flight returned us to Gatwick the following day.

Thought of the day:
Who would have thought that the word “Corona” long associated with fizzy lemonade and
cherryade drinks contained in flip-up capped bottles produced in Norwich, appreciated and
no doubt fondly remembered by teenagers in the 1960s, would now represent the recently
arrived pandemic virus threatening life as we know it?

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The Stoosbahn – The World’s Steepest Funicular Railway (Peter Adds)

A holiday break in Switzerland in December 2019 enabled me to experience a journey on the Stoosbahn which is claimed to be the
world’s steepest classic funicular railway. Stoos is a car-free Alpine village that is served only by either a funicular railway or cable
cars from the outskirts of Schwyz. The original funicular system opened in 1933 but was in need of replacement and ideally an
increase in both frequency and passenger numbers per hour was sought.

The new funicular opened on 15th December 2017 after a 5-year construction
period but planning and several public votes approving the project had
commenced 9 years before construction began. The construction cost was
52m Swiss Francs (circa £40m) and has delivered the world’s steepest
funicular railway which climbs 744m from the base station to the summit
station in Stoos (1306m), over a distance of 1.7km, with a maximum gradient
incline of 47.7 degrees.

The new Stoosbahn vehicles, linked on a steel rope allowing one car to
descend as the other rises, with the cars passing at a loop at the mid-point,
have a unique design having four cylindrical barrel shaped, and with glazed
ceilings, passenger carrying cabins (34 passengers per cabin providing a
maximum capacity of 1500 passengers per hour) with a flat floored services
truck positioned at the top or summit station end of the ascending trains. A
novel feature of the passenger cabins is that they rotate maintaining a
horizontal floor at all times whatever the gradient is. The cars can climb at the
rate of 10m/sec with a journey time of 5-6 minutes.

My arrival at the Schwyz base station was made possible using a half-hourly
interval train service from Lucerne connecting into a similar frequency bus link
from Schwyz railway station at which there was a 3 minute connection – as the
Stadler Flirt train approached Schwyz station the in-train information screens
showed available connections, by rail and bus, including departure times and
the platforms or bus stands needed for onward travel. A Peak Experience
ticket for the Stoosbahn cost 46 Swiss Francs (about £35) but using one of the
excellent Swiss travel tickets gave a 50% discount on that fare. The modern
station buildings feature glazed platform edge screens with the sliding doors
opening to allow passengers to alight one side before intending
passengers can board using the doors on the opposite side of the
train. The train departs over a river and swiftly begins its steep
climb to the first of two tunnels encountered before the passing
loop, where the descending train passes serenely by, with a third

Above: A Stoosbahn train enters the first tunnel on 28th
December.
Right (upper): A Stoosbahn train arriving at the base station on
28th December.
Right (middle): Stoos station - a view of the cars on 28th
December.
Right (lower): A Stoosbahn train begins its climb on 28th
December.
All images by Peter Adds.

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____________FEATURE

tunnel beyond before the train arrives at the summit station in The Pilatus Railway, on the outskirts of Lucerne, claims to be
Stoos village passing over a section of elevated track. The the world’s steepest cogwheel or rack railway with a maximum
Stoosbahn is an impressive piece of railway engineering gradient of 48 degrees and an average gradient of 35 degrees.
although one cannot feel the rotation of the passenger cabins It was originally steam-operated, opened in 1889 and re-opened
and the journey time is not long enough to really appreciate it! following electrification in 1937. An interesting feature of the
Pilatus Railway is that some points physically rotate through 180
The title of being the world’s steepest railway is claimed by the degrees presenting either a left hand or right hand point
Katoomba Scenic Railway in the Blue Mountains region, north of alignment when the rotation is completed.
Sydney, NSW, with a maximum gradient of 52 degrees but this
single track railway uses a winch system and is therefore more The respective You Tube films of each of these mountain
accurately an incline plane lift and not a funicular railway. railways are well worth a look.

Quiz Answers ____________NRS News

1. Faringdon (Berks) was at the end of a short branch from Proposed trip to Fawley Hill Railway
Uffington which was on the GW’s Bristol main line.
Farington (Lancs) was on the WCML just south of Preston.

2. Stanier 8F 2-8-0. The society was planning to run a trip to the above railway on
the 11th of July.

3. Astrop was just south of Banbury; Fighting Cocks was near After speaking to them,I understand they have already cancelled
Darlington; Jumble Lane is in Barnsley; Park Drain was on invites for April and May.
the GN/GE Joint line between Gainsborough & Doncaster.

4. Stanlow & Thornton (Cheshire) on the Helsby – Hooton line They believe that unless a miracle happens June and July will
with 46 passengers. follow suit and be cancelled.

5. Buckenham is 14th least-used with 216 passengers. Therefore our trip this year is cancelled,the good news is that we
are on the priority list for an invite once things return to

6. Automatic power change-over from diesel to electric or vice- something like normal.

versa. Thank you to the people who have booked and paid for the trip,I

7. Chapel St, Southport; Church Road, Liverpool, or between still have all the cheques received which of course will be
returned.
Caerphilly & Newport; Plymouth Friary & Dover Priory.

8. Chester or Newark Northgate; Gloucester Eastgate; I hope sincerely that we can run this trip perhaps during 2021.
Wakefield Westgate; Malcolm Wright

9. Closed 1854, so 1850s. New member

10. Names of London Transport (Metropolitan Line) electric We’re pleased to welcome Christopher Webb of Norwich, who
locomotives. has regularly attended Society & Transport Group meetings
recently.

____________WORKING TIMETABLE - A selective look ahead at local railway events

Our Local Railways The North Norfolk Railway: Station Approach, Sheringham,
NR26 8RA. For information: www.nnrailway.co.uk or tel:
Ashmanhaugh Light Railway: East View Road, Stone Lane, 01263-820800.
Ashmanhaugh, NR12 8YW.
For information: www.ashmanhaughlightrailway.co.uk The Norwich & District Society of Model Engineers: Eaton
Park, Norwich. For information: www.ndsme.org
Barton House Railway: Hartwell Road, Wroxham, NR12 8TL.
For information: www.bhrw.org.uk or tel: 01603-782008. The Wells & Walsingham Light Railway: Stiffkey Road,
Wells-next-the-Sea, NR23 1QB. For information:
Bressingham Steam & Gardens: Low Road, Bressingham, www.wwlr.co.uk or tel: 01328-711630 (up to 1700 please).
IP22 2AA. For information: www.thebressinghamgardens.com
or tel: 01379-686900. The Whitwell & Reepham Railway: Whitwell Rd, Reepham,
NR10 4GA. For information: www.whitwellstation.com or tel:
The Bure Valley Railway: Aylsham Station, Norwich Rd, 01603-871694.
Aylsham, NR 11 6BW. For information: www.bvrw.co.uk or tel:
01263-733858.

The Mid-Norfolk Railway: Dereham Station, Station Rd,
Dereham, NR19 1DF. For information: www.mnr.org.uk or tel:
01362-851723.

The Mid-Suffolk Light Railway: Brockford Station,
Wetheringsett, IP14 5PW. For information: www.mslr.org.uk or
tel: 01449-766899.

Printed by Pride Press Ltd. Tel: 01603 665045.

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